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LOOOMOTIVE AND OAR BRAKEJ No. 343,680. Patented June 15,1886;

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LOGOMOTIVE AND GAR BRAKE.

NO. 343,680. Patented June 15, 1886.

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LOGOMOTIVB AND OAR BRAKE. No. 343,680. Patented'June 15 1886.

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UNITED STATES PATENT ()EFICE.

JAMES TRIBE, OF PROVIDENCE, RHODE ISLAND.

LOCOMOTIVE AND CAR BRAKE.

SPECIFICATION forming part of Letters Patent No. 343,680, dated June 15,1886. Application filed January 27; 1886. Serial No. 189,916. (Nomodel.)

To all whom it may concern:

Be it known that I, J AMES TRIBE, a subject of the Queen of GreatBritain, residing at Providence, in the county of Providence and Stateof Rhode Island, have invented certain new and useful Improvements inLocomotive and. Car Brakes; and I do hereby declare the following to bea full, clear, and exact description of the invention, such as willenable others skilled in the art to which itappertains to make and usethe same, reference being had'to the accompanying drawings, and toletters or figures of reference marked thereon, which form a part ofthis specification.

My invention relates to friction brakes adapted more particularly foruse with .1000 motive and car wheels; and it consists, essen tially, inthe novel construction and arrangement of the brake-shoes, combinedwith, mechanism for efi'ecting the frictional engagement of said shoeswith the two lateral faces of the rim of the wheel.

It consists'in the combination, with a pair of driving-Wheels and aduplex set of brakeshoes adapted to bear against the lateral faces ofsaid wheels, of a wedgeshaped block connected with the piston-rod of asteam or air pressure cylinder, whereby the piston thereof in itsmovement causes the wedgeblock to actuate the brake-shoessimultaneously, all as will be more fully hereinafter set forth andclaimed.

Heretofore, so far as I am aware, the brakeshoes have been applieddirectly to the outer peripheral surface or tread of the driving andtruck wheels when used in retarding the momentum of a moving train,thereby losing nearly one-half of theforce or pressure applied to thebrakes, the same being borne by the lubricated surface of the journals.Such construction also produces excessive wear upon the wheels, as wellas in the bearings and journals of the axles on which said wheels aresecured.

The object of my invention is to overcome the disadvantages just named,and also to permit the train to be stopped in a more expeditions andless annoying manner.

By means of my improvement the pressure applied to one shoe in forcingit against a side or edge of the wheel is equally borne by the othershoe, which bears against the opposite side of the wheel, thus obtainingthe advantage of the reactive force, and enabling me to use smallercylinders, &c., as compared with the old system.

In the accompanying three sheets of drawings which I have prepared toillustrate my invention, Figure 1, Sheet 1, represents a partial frontview in elevation, showing the arrangement of the device as applied tothemain driving-wheels of a locomotive. Fig. 2 is a horizontal sectionalView of the same, showing the brake-shoes detached or disconnected fromthe wheel and corresponding to the normal position, the shoes each beingconnected to an arm or lever having its free end bearing against aparabola-shaped wedge or key, which latter in turn is connected to andmoves in unison with the piston of the pressure-cylinder. Fig. 3 is areduced transverse sectional view showing the manner of supporting thedevice, the shoes, however, being removed. Fig. 4 is a horizontalsectional view through the valve or cock, which is adapted both to admitsteam (or air) into the cylinder and to exhaust it therefrom. Fig. 5,Sheet 2, is a front or longitudinal view in elevation, showing thedevice as arranged to form a double brake, the same being applied to twoadjacent driving-wheels of arlocomotive. Fig. 6 is a vertical transversesectional view of the same. Fig. 7 'is a horizontal sectional viewthrough the wheels, brake-shoes, and pistonrod. Fig. 8, Sheet 3, is atransverse sectional view through the axles of a car-truck, showing asupplemental wheel secured to each axle, and having my improved brakesconnected therewith, the shoes being operated by means of jointed leversand links actuated by a lever common to both sets of shoes; and Fig. 9is a plan view of the same, the supports for the device being removed.

The following is a more. detailed description of the invention,including the manner of its construction and operation. 1

W, again referring to the drawings, designates the driving-wheels of alocomotive, or the truck-wheels of a car, as the case may be, the samebeing constructed and mounted as common.

S S indicate the brake-shoes,each having a flat face or surface adaptedto frictionally engage the lateral sides or edges of the rim of thewheel, as clearly shown in Figs. 2, Sue. At or near the center of theback of each shoe are formed ears or lugs, to which the lever L ispivoted, as atp. A lag is also formed on the shoe for the purpose ofreceivingapin, Z, which passes through a suspension-link, Z, the latterin turn being supported by a pin, a, mounted in the stationary frame F,secured to the main frame a, as shown in Fig. 1. The frameF is providedwith a transverse hub, which is tapped to receive theoppositely-arranged screw-threaded fulcrnins t, Fig. 2, the latter beingadj ustably secured in position by means of check-nuts t.

L L indicate levers,which connect with and operate the brake-shoes S,said levers belng fnlcrumedat f to the threaded pieces t, beforedescribed. 8 indicates light springs, which bear against the levers L,for the purpose of keeping the shoes in the normal position-i. e,disengaged from the wheel W.

A designates a cylinder adapted to receive air or steam under pressure,the same being provided with a piston, P, and its rod 0, as common, Hbeing the front head of the cylinder, and, as drawn, forming a part ofthe stationary frame F. A spring, n, located be tween the back head andthe piston, serves to return the latter to its normal position as thepressure in front of the piston is released.

1' indicates an inlet-passage leading from the steam or air reservoir tothe cylinder, by means of which the steam or air is admitted into thecylinder and against the front side of the piston also, as usual. To theouterend of the piston-rod O is secured the cross head or arm D, thelatter having a key or block-wedge, B, secured to each end thereof, saidkeys each being guided by means of ears m, formed on opposite sides ofthe cylinder A, as shown. The outer edge, in, of said keys is madeconvex, and conforming closely to the form of a parabola, the samehaving the free end at of the levers L resting thereon. By means of thisconstruction it is obvious that as the piston moves rearwardly, so alsoat the same time are the keys B forcibly drawn in the same direction,the ears m retaining the keys in lateral position. Now, it is furtherevident that as the said keys are thus moved the curved edges m thereofcause the free ends of the levers L to separate or diverge from eachother, thus forcing the flat surface of the brakeshoes against theopposite edges of the wheel W.

E, Figs. 1 and 4, indicates a three-way cock connected with the cylinderA, i beinga tube or pipe connecting said cock with the steam or airsupply. The handle it of the cock, when in the position 1, Fig. 4,permits the steam to pass from the pipe 12 through the cock, and intothe pipe 2', leading to the cylinder, the direction being indicated bymeans of the full-line arrows. The release or exhaust is effected bycarrying the handle to the position 2, the steam then passing from thecylinder back through the pipe 6 and cock, and thence out at the pipei,as indicated by dottedline arrows.

In Sheet 2 of the drawings I have represented the device as applied tothe opposite sides or faces of a pair of locomotive drivingwheels,thereby forming a double or duplex brake, the four shoes of which areadapted to be simultaneously operated by means of the moving piston P ofthe cylinder A, the piston-rod G thereof having a wedge shaped block, 0,secured thereto at its lower end, as clearly shown in Fig. 6. Theoppositely-inclined surfaces 0 of said wedge engage each a block, K,having an ear, h, and slotted openin 76.

J indicates a link, (one for each block K,) pivoted at c to the frame orhead H, thelower end of said link connecting with and suspending theblock K by means of a pin, a", passing through it and the ear h. Thefront shoes S are suspended by means of the links Z, connectedtherewith, as before stated, the upper portion of said links, however,being pivoted at a to an arm, of the frame 9, secured to the boiler G,the rear shoes at the same time being suspended by the short links Z,all as clearly. shown in Fig. 6.

L L indicate the levers for operating the shoes, the same being pivotedatf in fulcrums t,substantiallyas hereinbeforedescribed. The inner endof each of said levers is provided with a pin, 0, which is fitted toslide in the slotted opening it of the forked block K.

uu indicate the engine-frame, as before,and z designates across-sectional view of the outside connecting-rod.

The device may be so constructed that the shoes Sshall engage the sidesof a brake-wheel, N, secured to the axle M, intermediate of the drivingor truck wheels \V, as shown in Figs. 8 and 9. In this case themechanism composing the brake arrangement is supported by means of aframe, F, secured to the under side of the car, links Z, dependingtherefrom, connecting with the brake-shoes S, as before described.

In lieu of the cylinder A, the levers L may connect with links 1'" androd 9", which in turn connects with a lever, 1*, supported by thevertical rod V. A rod, 9', is pivoted to the free end of said lever r,and adapted to be connected with the platform brake-levers, &c., foroperating the same, as common. The rod 1' may be connected directly withthe aircylinder now generally employed in the airbrake system withoutdeparting from the spirit of the invention.

The device now being first constructed, arranged, and mountedsubstantially as shown and hereinbefore described, the operation wouldbe as follows: Steam or air is admitted into the cylinder A, thusforcing the piston P and its connections in a rearward direction.

' side of the wheel.

During the first part of this movement the curved portion of the keys B,Fig. 2, causes the levers L resting thereon to move rather rapidly; butas the flattened or less-inclined portion of the blocks comes in contactwith the levers, so, relatively, is the pressure or leverage upon theshoes S, bearing against the opposite sides of the wheel, increased. Thepressure is quickly released from the cylinder by simply moving thehandle h of the cock E to the position 2, Fig. 4, the air or steam thenpassing from the pipe 71 through the valve or cock and out at the pipeas indicated by the dotted-line arrows, the springs 7t and s at the sametime causing the several parts to assume their normal or free position,the same being substantially true of the devices represented in Sheets 2and-3 of the drawings. By means of this arrangement I am enabled toovercome and reduce to a minimum all the lateral thrust or-pressure uponthe journals and their bearings, which heretofore has been unavoidablewhen the shoes or brakes were applied directly to the peripheralsurfaces of the wheels. This advantageous result is obtained by means ofthe novel arrangement of the brake-shoes with relation to the wheels,wherein the pressure is the same upon each The wear or abrasion thusproduced does not materially affect the efficiency or durability of thewheel, as would be the case if the shoes were made to bear directly uponthe tread of thewheel, as commonly arranged. I

By means of the split wheels N, secured to the car-axles, Figs. 8 and 9,old cars maybe readily provided with the improved apparatus, the latteroccupying less space, and being more accessible as compared with thecont mon method in general use.

It is obvious that one shoe only may be used, although, practically, Iprefer the employment of two or more, as indicated throughout thedrawings. r

I do not limit myself to the exact form and arrangement of. the partsherein shown and described, as the device would necessarily requireminor changes or modifications therein in order to adapt it to thevarious locomotives or cars to which it may be attached.

I am aware that it is not new with me to secure a brake-wheel upon theaxle intermediate of the truck-wheels, as such combination has been madeand patented prior to my present invention. Therefore I do not claimsuch, broadly.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent of the United States, is

1. The herein-described improved brake for locomotives, consisting ofbrake-shoes S, ar-

ranged on opposite vertical sides or faces of one of the drivingwheels,means for supporting and suspending the shoes in position with relationto the wheel, and means, substantially as shown and described, foreffecting the frictional engagement of the shoes with the wheel, thewhole arranged and operating substantially as set forth.

2. The combination, with a locomotive or car-wheel, brake-shoes S,arranged on opposite parallel sides or faces thereof, and levers L, adjustably mounted in a frame or support, of a pressure-cylinder, means foradmitting steam into said cylinder and exhausting it therefrom, a pistonmoving in the cylinder, a cross-head secured to the piston-rod, andoppositelyarranged curved blocks or keys connected to and moving withsaid cross-head, each engaging the free end of a brake-shoe lever, thewhole constructed and arranged whereby the piston in its rearwardmovement causes the brake-shoes to simultaneously frictionally engagethe opposite sides or edges of the wheel, substantially as shown andhereinbefore set forth.

3. The duplex brake for locomotive drivingwheels, substantially ashereinbefore described and shown, consisting of the four shoes S, leversL, connecting said shoes, adjustablymounted fulcrums t, in which thelevers are pivoted, slotted blocks K, each connected with and operatingtwo of the said levers L, suspension-links ll and J J for the shoes andblocks K, respectively, a wedge, G, engaging 'both blocks K, a pistonand rod for operating said wedge, and means whereby steam or air,

is admitted into and released from the cylinder, the whole arranged andoperating substantially as set forth.

4. The combination, with the locomotive driving-wheel W, of brake-shoesS S, arranged on opposite sides of the vertical parallel faces of saidwheel, a frame and links for sustaining the brake-shoes, and mechanismfor frictionally engaging the faces of said brake-shoes with thevertical faces of the wheel W, substantially as shown and hereinbeforedescribed.

5. The combination, with a wheel,W, shoes S, levers L, and adjustablesupports for said levers, of a pressure-cylinder, a piston adapted 1 towork therein, piston-rod carrying a crosshead, D, and wedge-blocks B,secured to said cross head, whereby the piston causes the blocks B tomove in unison therewith, sub stantially as shown, and for the purposehereinbefore set forth.

In testimony whereof I have aflixed my signature in presence of twowitnesses.

JAMES TRIBE.

Witnesses:

HERBERT WILFORD, GEO. H. REMINGTON.

